Railway crossing signal



May 28, 41935.

H. RlcH'rr-:RKEss'lNG 2,003,264

RAILWAY4 CROSSING SIGNAL Filed' Jan. 20, 1932 .'5 Sheets-Sheet 1gmc/nto@ FQANK H. D lcHTEDKEsSmG F. H. RICHTERKESSING 2,003,264

RAILWAY CROSSING SIGNAL l Filed Jan. 2o, 1932 3 sheets-sheet 2 c .4 o M.@.mwm M a W W d x .mo d.mm.u. .50 0:^ XU we rmi xm WL mi EN m SH Non.lvm. m A m f D 4 Y H mi uw l.. T ,s m@ S mmmmm f m A C@ my May 28, 1935.

Mayl 28, 1935. AH` RICHTERKESSING 2,003,264

RAILWAY CROSSING SIGNAL Filed Jan. 20, 1952 3 Sheets-Sheet 3 FQANK H.Qlcmmxasm@ Patented May 28, 1935 UNITED .STATES to Nachod & UnitedStates Signal Co., Inc., Louisville, Ky., a corporation of New YorkApplication January 20, 1932, Serial No. 587,686

Claims.

My invention relates to improvements in railway signaling systems,especially those adapted for usei'in connection with warning devicesinstalledat the intersection of a highway and an 5 electric railwayline; hence, I have illustrated in the accompanying drawings theapplication of my invention to 'electric signal apparatus for useonrailways, in which the moving train is adapted to automatically closethe electric control circuit l0v or circuits through the axle and wheelsthereof for the purpose of controlling the actuation of the electricbell and visual signals.

The main object of my invention is to protect a crossing'or other dangerpoint on the railway by ringing a'bell or giving an alarm, which isaugmented by a visual indication consisting of alternately ashing redlights, all of which shall occur-when the train approaches within acertain distance of the highway and shall continue until the 'entiretrain has cleared the highway or danger point.

A still further object of my invention is to provide amethod fordiscontinuing the audible signal after a predetermined lapse of time, inthe event the train has not cleared the highway. The system is 'furtherso arranged that the visual indication shall continue to` operate whenthe latter takes place and until the train actually clears the highway.Y

A still further object of my invention is to provide a normal indicationat the highway which will normally burn and indicate the location of thesignaling apparatus. It is further intended that the normal indicationbearranged so as to ood light `the signaling apparatus.

A still further object of my invention is to provide signal indicationswhich may be observed by the operator of the railway train, and whichwill indicate the proper operation-of the signal- 4 ing and controlapparatus upon the approach of a train tothe highway.

A still further object of my invention is to arrange the lattermentioned indications so that they will be displayed only while theaudible-indication existsat the highway. A -still further desired resultobtained by my invention isfthe automatic rez-establishing of theaudible signal at the highway and the signal indications to the train,when a second train (or a first train as may be the case in switchingmovements) approaches the intersection and operates past thenormalstarting point. A still 'further'desired result effected by myinventionis its application to locations where the conventional rtype ofcontinuous rail circuitsignalingexists.

A still further desired result eiected by VVmy invention is thecontrolling of the apparatus connected tothe rail circuits by avery lowvoltage x15 and the other control apparatus involving line wire controlbeing operated on a higher voltage.

A still further desired result obtained in my invention 'is theembodiment of a track control which will cause the display ofthe highway'indi-l cations when the approach or clearing :sections becomeshortcircuited.

My invention further consists of certain r`novel functions andcharacteristic constructionsf'as fully disclosed in the followingdescription, and accompanying Adrawings in illustration thereof,` inwhich:

Figure 1 is a diagrammatic representation of my invention indicating thecontrol as being located within a-block signaling system utilizing theconventional'continuous rail control circuits.

Figure 2 is ai modied diagrammatic representation of my invention asydisclosedin Figure 1 being further .arranged so that the visual'highvway'signals will be kdiscontinued when the audil ble signall isdiscontinued. `The control apparatusof Fig. 2 is indicated as beingwithin a rail'- way system which does not utilize running'frails forother signaling.V

Figure 3 lillustrates a. modified manner of connecting the clearingcontrol circuit tothe insulated sections. Y

Figure 4 is a detail of my invention showing the specific manner inwhich the wheels and axles of the Vtrain cooperate to control the -novelclearingcircuit set forth in my-invention.

With further reference to Figure 1, thecharacters RR and RRI designatethe Vrunning-rails of a railway system. :At each extremity of therunning rails the conventional symbol is' ernployed to illustrate animpedance lbond represented by the characters IB. i These devices arenot necessary in the operationvo my invention but are necessary in theoperation of the 'block signalingfsystem, vutilizing the well knownfprin- 45? ciple of continuous rail circuits, when the rails areemployed as conductorsffor the return propulsion current ofthe vehiclesoperating-thereon. At one extremity of the rail section fthe charactersTB indicate the track ltransformer which is employed to supply `the:track voltage through connecting wires 56 and 'l'forthe'ope'ration ofthe block signal system. -At the other extremity the characters BRrepresent the track relay which is connected to the rails through4eArlLNT oFFlcla.

wires 58 and 59 and energized from the latter mentioned transformer tocontrol the block signal represented by the characters BS. In thedrawings, characters BX and CX represent the respective poles of a voltalternating current circuit. It will be further noted that the armatureABR of the track relay BR is normally in contact engagement with itsfront contact 'I3 thereby normally holding the block signalBS in a clearposition as indicated, the circuit being completed from BX through wire6I, armature ABR of relay BR, front contact 'I3 of relay BR, wire 62,block signal BS, through wire 60 to the other power terminal CX. It isbelieved that a further description of the parts embracing the blocksignaling system is not necessary, since the applicant wishes to showhow his system may be employed within such a system and not affect theoperation of same. y

With further reference to Figure'l it will' be noted that the runningr-ailRRI isprovided with several short insulated rail sectionsillustrated by characters X, XI, X2, X3, X4, and X5. Each of the latterymentioned short rail sections is employed in the control of theapplicants invention and will be further treated in detail with thedescription of the control embracing each respective section. The shortrail sections indicated by the characters X and XI respectively areemployed to control the track relays E and F, which in turn are employedto control the starting of the signal indications at the highway when atrain engages the insulated rail sections X and XI respectively uponapproaching the intersection, and which are further employed to preventthe signal indications at the highway from being started by a trainengaging the insulated rail sections XI and X respectively upon leaving`the highway. The circuits of the track relays EI and FI cooperatewiththe short insulated rail sections X4 and X5 to produce the sameresult as 'outlined for relays E` and F.

At the highway the character B illustrates an audible warning signalwhich may bea vibrating bell, polarized bell or siren. The characters FLand FL2 designate the alternate flashing red lights which are actuatedwhile a train approaches and clears 4the highway. The character Yillustrates the normally burning marker light which is employed toprovide a normal burning yellow indication and the flood lighting of thesignal standard. This indication is burning only when the train is notapproaching the highway and is dark whenv either the audible signal orflashing light signals are given. The characters FR designate a relayfor controlling the alternate energization of the red signal lamps FLand FLZ respectively. This relay, operating on alternating current, iscontrolled by a small induction motor symbolically represented by CFRand D respectively. The element D of the induction motor may bea disk ordrum as is ordinarily employed in small conventional induction motors,and which, through suitable gearing drives the cam CAM. The lattermentioned cam in revolving alternately engages the contact arms AFR andAFRI respectively in such a manner that the contact arms are permittedto alternatelyV engagecontacts 23 and 24 respectively. The characters SRdesignate a slow release relay which -is employed to give the audibleindication for a predetermined time interval while a train approachesthe highway. This relay is instantaneous in pick up and is retarded inrelease through the employment of some well known retarding principle,such as a motor driven device or an oil dash pot arrangement. The lattermentioned retarded release feature is symbolically represented by thecharacters CS. The character L designates a novel form of latching orlocking relay employed in my invention and embraces each of theoperating coils CLI and CL2 respectively. The two operating coils CLIand CL2 are displaced with a definite relation to each other, and insuch a manner that they will operate a mechanical locking device LOdisposed therebetween. When the operating coil CLI is energized, andraises its armature AI, the armature will be mechanically held in theraised position by the locking arm LO, and when the operating coil CL2is energized and raises its respective armatures A2 and AL2 the lockingarm LO will be moved out of locking engagement with the armature AI. Itis believed that a further detailed discussion of this operation is notnecessary since it will be obvious to those skilled in the art, how sucha relay might be constructed to Vperform in the manner designated. Thecharacters T2 Vsymbolically represent the track transformer employed forgiving the reduced voltage for the control of the clearing coil CL2which is connected through Wires 40 and 38 to the short vinsulated railsections X2 and X3 respectively.

In each of the drawings accompanying Vthe specification like numeralsand characters have been employed to designate identical or similarparts. It is therefore believed that a lengthy description of each ofthe iigures is not required since the teachings of -one description maybe applied to the remaining figures.

Each of the relays ,illustrated in Figure 1 is shown in its normaloperating condition, and it is believed that a discussion relating tothe nor-v mal circuits will give general information relative to thecontrol apparatus. As was heretofore mentioned the signal standard atthe highway is provided with a normally burning indication andfloodlighting of the signal standard. The circuit for the normal displayof the indication is completed from the BX terminal of the power source,through wire 6, wire 9, armature AI of locking vrelay L, back contact2T, wire 28, back contact 29, through the armature AL2 of relay L, wire30, signal lamp Y, wire I4, wire II to the other terminal of the powersource CX. From the latter it will be noted thateither of the armaturesAI or AL2 raised out of contact engagement with either of theirrespective back contacts 2l'A or 29 will open the circuit to the normalburning indication Y.

A train approaching `the highway and operating over the short insulatedsections X and XI will operate relays E and F which in turn will controlthe starting of the highway signal indications. When the first wheels ofthe train engage the short section X a circuit will be completed fromthe secondary S of transformer T through wire 5 IA to the running railRRI, through the wheels and axle of the train, to the short rail sectionX, through wire Evil, armature AE of relay back contact 55, wire 54,operating coil CF of relay F, wire 53, to the other secondary terminalof the transformer T. The energization of the operating coil CF willraise the contact arm AF'into contact engagement with its front contact44, thereby completing the circuit for the control of relays SR and Lrespectively. The latter mentioned circuit is completed from the BXpower terminal, through wire 6, wire 9, wire lll I0, operatingcoil CLIof relay L, wire II, operating `coil CSR of relay SR, wire 42., wire 43,front contact 4l of relay F, armature AF, throughy wire 3, to theother'power terminal CX. The completing of this circuit will rcause thearmatures of nelays SR and L to .be raised into contact engagement 'withtheir respective `front contacts. Incident to the engagement of theamature AI with its front contact '14, the locking lever LO willmechanically retain the armature AI in its raised kposition as washeretofore described. With the armatures ASRand AIl in contactengagement with their respective front contacts, circuitswillbe'established for giving the combined audible and `visual signalsat the highway, and the signalindications M and MI to indicate to thetrain roperator that the signals have been properly operated. It will benoted that a circuit is .completed from the BX power terminal throughwire 6,`wire 3, armature AI, front contact 14, wire 20, wire 22,operating coil CFR of the motor driven relay FR, wire I3, wire II, tothe other power terminal CX. The energization of the operating coilCFRwill result in the disk or drum D of ythe relay FR revolving, whichin Yturn will operate the cam as heretofore described-to permitthecontact arms AFR and VAFRI to alternately engage'their respectivecontacts 24j and 23. With the contact arm AFR in engagement with .itscontact 23 acircuit will be established for the energization of vsignallamp'FLZ, the latter circuit being completed from the BX power terminal,through wire 6, wire 9, armature AI of relay L, front contact 14, wire2U, wire `22, contact 23 of yrelay armature AFR, wire 26, signal lampFLZ, wire I6, wire I5, wire I4, wire II, to the other power terminal CX.With the disengagement of contact 23 and armature AFR, and theengagement of contact 24 and armature'AFRI the signal lamp FL2. will bede-energized'and the minedtime interval, circuits will be establishedthrough the engagement of armature ASR with its .front contact 2l .forgiving the audible signal at thehighway and the signals M and MI to theoperator .of the train. These circuits will be 1 established from the BXpower terminal through wire '6,r wire 3, armature AI of vrelay L, frontcontact "Il, wire .20, front contact 2| of relay SR, armature ASR, wire33, Wire 32, wire 3 I, through the control -of the .audibleindication'B, wire I'I, wire I5, wire I4, wire II, to the other powerterminal CX. The wire 33 is also connected to wire 34 which in turnsupplies current through the signal indication M, through .wire 35 tothe power terminal CX. It will be similarly noted that wires 33 and 32supply current through wire 3B to the signal lamp MI and wire '3'Ireturns to the power terminal CX. It is obvious that the lattermentioned circuits will exist as long as the armature ASR of relay SRengages itsfront con-l tact 2I,'or untilV the armature AI of relay Ldisengages its front contact 14. The predetermined time interval of therelay SR is usually adjusted so that trains approaching the highwayunder normal `speeds will clear thehighway before the time interval haslapsed, lso that for all normal operations the train in approachingandclearizz the highway will have the full protection-of the audible andvisual indications.

' With further reference to the circuits Iembracing the short insulatedsections X JandXI it will be noted, that as the train advances fand thefront wheels disengage the short insulated.k

section X and engage the insulatedsection YX4 the operating coil CE' ofrelay E will be energized and the armature AE will fbe raised out 0fcontact engagement with its vbackcontact 55 thereby resulting in theoperating coil LCF "of Y wheels with the insulated section X will `notre-l energize the operatingV coil CF of relay F since its circuit willbeopened at 55, but aholding circuit will be established from theshortfinsulated section X for retaining the armature AE in raisedposition. This holding circuit is completed from the secondaryS oftransformer T through wirerl to the running rail RRI, through the Wheelsand axles of the 'train to the insulated section X, through wire '50,armature AE, "front Contact I of relay E, wire 48, operating coilrlCE ofrelay E, wire 52 to the other vsecondary teri lent for conducting thereturn propulsion :cur-y rent of the trains `operating thereon. YAsl thetrain approaches and crosses therhighway the wheels will come intoContact engagement with the insulated sections X2 and X3 respectively,

thereby completing thecircuits Afor restoring the' signal systemtonormal. It is believed that Fig-V ure 4 might be employed to moreclearlylillustrate how the wheels and axles ofthe trainra're adapted toproduce this result. vReferring to Figure l like charactersand numeralshave been eini ployed to designate the relays embracing 'the clearingcontrol. The ligure is furthermodiiled v to illustrate how the railsections Ymight'be-a'p plied 'to the `running rails where the rails arenot employed for other signalling purposes. -It will be noted that thejumpers or bond wires TI, I3 and 'IS are employed to connect the runningrails RR and RRI so as not to interrupt the return propulsion currentiiowing in the running rails. The train located on the insulatedsections as illustrated will complete a circuit '-fromthe secondary S2of transformer T2, through *wire 238, tothe insulated section X3,through wheel W3, axle Xl, Wheel W2, to the running rail RRI. Therunning rail RR! being electrically connected-to the running rail RRthrough jumper 18, the circuit will continue throughr the jumper 'I8 tothe running rail RR, through the wheel W, axle AX, Wheel Wl, to theinsulated rail X2, through wire fill, operating coil CL2 of relay L,wire 39, to the l other secondary terminal of transformer T2.'l ItYwill-be noted that'the latter described zcircuitwas not completedthrough the bearings or other metallic parts of the train other than thewheel to rail contact. It is therefore obvious to those skilled intheart that if the system was not to be operated by all trains then thewheels of certain trains could be insulated from their axles and thesignal system would not be affected by the presence of such trains. Itwill be noted that as soon as the first/car of the train effects theenergization offthezoperating' coil CL2 the armature A2 will be broughtinto contact engagement with its front contact I8. Again referring toFigure 1, it will be noted that as long as the armature A2 remainsincontact engagement with its front contact I 8, a circuit will becompleted through wire I9, wires 20 and 22 which will continue theenergization' of the visual and audible signals of the system. Thiscircuit will be completed from the BX power terminal through wire 6,wire I, wire 8, armature A2 of relay L, front contact I8, Wire I9, wire20, wire 22, etc. It will be likewise noted that asA long as theoperatingcoil CL2 of relay L remains energized, the armature AL2 will beraised out of engagement with its Y. back contact 29 thereby renderingthe normal signal indication Y inoperative until the armature AL2 isrestored into contact engagement with its back contact 29. It istherefore Yobvious to those skilled-in the art that whether the trainconsists of a single car or a number of cars, the operating coil CL2 ofrelay L will remain energized until the last wheel of the train entersthe highway, since successive wheels engaging the insulated sections X2and X3 will retain the circuit embracing the operating coil CL2energizedrin the manner described for Figure 4. As the-train clears thehighway and approaches the insulated sections X4 and X5 upon leaving thehighway the front wheels of the train will engage the insulated sectionsX4 in advance of the section X5, energizing the operating coil CEIVofrelay EI and raising the armature AEI out of contact engagement with itsback contact and into contact engagement withits respective frontcontact. This operation results in the opening of the circuit includingthe operating coil vCFI of relay FI, and utilizes the insulated railsection X5 to provide the holding circuit as wasV described for relays Eand E'. It is obvious that relays FI and FI operated in this manner willnot permit the armature AFI of relay FI to engage its frontcontact 46,thereby rendering the relaysEI and` FI ineffective to re-establish thesignal control circuits at the highway. It is like- Wise obvious tothose skilled in the art that a train approaching the highway andengaging the insulated section X5 in advance of the insulated section X4will start the signal control in the same manner as was treated forrelays E and F, and as the train clears the highway the signal controlwill be restored to normal in the same manner as heretofore treated, andfurther, as the train advances and engages the insulated section XI inadvance of the insulated section X the relays E and F will be renderedineffective to reestablish the/signal circuits at the highway as wastreated for relays EI and FI.

It is believed that Figure 2 accompanying the specification is self-explanatory in view of the latter description as to the exact manner inwhich it will operate since like numerals and characters have beenemployed in the figure to designate identical parts.

In Figure 2 it is intended to discontinue the audible and visual signalat the end of the predetermined time interval of relay SR, and thereforewire 22 connecting the relay FR for controlling the Visual indicationshas been connected through wire 33A to armature ASR of relay SR insteadof being directly connected to the front contact 2l of relay SR. Theremaining circuits of Figure 2 are identical with those found in Figure1.V It will be noted, however, that the rail bonding and theinstallation of the insulated rail joints have been illustrated as beingapplied to the'running rails of a system not employing the rails forother signaling purposes.

Figure 3 is intended to illustrate a modification of the manner ofconnecting the clearing coil CL2 of relay L `to the insulated sectionsat the highway.' In this modification it will be noted that only oneinsulated section is employed and that this modification introduces thefeature of having the operating coil CL2 of relay L become deenergizedonly after the last Wheel of the train clears the highway. It isbelieved that a further description of this modification is notnecessary since it will be obvious to those skilled in the art that thisresult is accomplished through this modification. Likewise the teachingsof the description accompanyingFigure 1 can be applied to the numeralsand characters employed in Figure 3;

It is obvious that furthermodifications and arrangements of the partsmay be made from those shown and described in the above disclosure, suchas the employment of track instruments to substitute for the insulatedsections or other forms of circuit closing devices which will beactuated by trains passing the several locations and which it isbelieved will still fall within the scope of my invention.

I claim:

1. In a signaling system, a normally open circuit containing anoperating coil of one relay and the armature of a second, means forclosing the saidcircuit, a second normally open circuit containing theoperating coil of the said second relay, the latter mentioned coil beingadapted for attracting the said armature to interrupt the first saidcircuit, the said means likewise being adapted for closing the saidsecond circuit, in combination with a circuit including an electromagnetand an armature adapted to be attracted by the first said operatingcoil, a circuit containing an armature adapted to be attracted by thesaid electromagnet, a signal controlled thereby, and another normallyopen circuit containing an operating coil, and other means controlled bythe last mentioned coil for controlling the saidsignal and for restoringthe said armature attracted by the said electromagnet to normal.

2. In a signaling system, a relay having a circuit, a train for closingsaid circuit, a second circuit, the said train closing the Asecondcircuit, and means whereby the closing of the said second circuiteffects `an interruption of the first said circuit,V in combination witha second relay, a plurality of circuits connected with the said secondrelay, the first mentioned relay being adapted for closing one of thesaid circuits connected with the second mentioned relay and therebyeffect the closure of a second circuit connected with said second relay,a signal, the closure of the latter Vmentioned circuit effecting theoperation vof the said signal, and means affected by the said ytrain forretaining the closure of the latter mentioned circuit and restoring thesaid second circuit to normal.

' 3.1m a signaling system for notifying 'ithe approach of artrain, anormally open, circuit containing an operating coil of one relay and the.armature of a second, means for closing the said circuit,ra secondnormally open circuit containing the operating coil of the said secondrelay, thelatter mentioned coil being adapted for `attracting the saidarmature to interruptl the i'lrst said circuit, in combination WithV acircuit including an electro-magnet and an armature adapted to beattracted by the first said operating coil, another circuit containingan armature adapted `to be attracted by the said electromagnet, aVisualand an audible signal controlled by said last mentioned armature,and means associated with the circuit controlled by the armavture of therst said operating coil for interrupting the said audible signal after apredetermined time.

-4. In a signaling system, a normally open circuit containing anoperating coil of one relay, the armature of a second and a secondarylWinding of a transformer, means for closing the said circuit, a secondnormally open circuit containing the operating coil of the said secondrelay and the secondary winding of the said transformer, the lattermentioned coil `being adapted for attracting the said armature tointerrupt the first mentioned circuit, the said means'likewise beingadapted for closing the said second circuit, in combination with acircuit including an electromagnet, and an armature adapted to beattractedby the rst said operating coil, a circuit containing anarmature adapted to be attracted by the said electro-magnet, a signalcontrolled by said last'mentioned armature, and Vanother normallyopencircuit containing an operating oeil and the secondary Winding of asecond transformer, the said means likewise being adapted for closingthe last mentioned circuit.

5. In a signaling system, a normally open circuit containing anoperating coi-l of onerelay, the armature of a second, and a secondarywinding of a transformer, means for closing the'said circuit, a second'normally open circuit containing the operating coil of the said secondrelay and the secondary Winding of the said transformer,Y

the latter mentioned-coil vbeing adapted'for attracting the saidarmature to interrupt the-first mentioned circuit, the said meanslikewise being adapted for closing the saidsecond circuit, incombination With a circuit including an electro magnet, and an armatureadapted to be attracted by the first said operating coil, a circuitcontaining an armature adapted to be attracted by the saidelectro-magnet, a signal controlled by said last mentioned armature, andanother normally open circuit containing an operating coil and thesecondary winding of a second transformer, the said means likewise beingadapted for closing the last mentioned circuit, and other meanscontrolled by the last mentioned coil for controlling the said signaland for restoring the said armature attracted by the said electro`magnet to normal.

6. In a signaling system, a relay having a circuit, train controlledmeans for closing the said circuit, circuits controlled by the saidrelay, an audible signal and a visible signal, the closure of the lattermentioned circuits eiecting the operation of the said visible andaudible signal and means associated with the circuit controlled by thetrain controlled means for interrupting'the said audible signal after apredetermined time,

and means affectedby the saiditrain f oneciing the operation of thevsaid. visible signal and Y restoring the said circuits controlled by therelmrto normal.l A,

7. In a signalingsystem for notifying. thezapproach of atrain, anormally open circuit'containing an operating coil of one relay andthearmature of a second, vmeans forr closing the said; circuit, asecondnormally open circuit cmtaining the operating coil of the saidsecond relay,ji;he latter` mentioned coil adapted toattract 'thearmature for interrupting the rst said' circuit,.means for closing thesaid secondcircuit,y in

combination with a circuit including a pair of .electro-magnets and anarmature adaptedto be attracted by the iirst said operating coil,avisual signal, a normally open circuit containing the said visualsignal and a switch actuated by one of thelatter mentionedelectro-magnets, an audible signal, a normally operiV circuit containingcircuit c ontaining'another,operating coil and means for closing thelast mentioned circuit, a

thirdarmature controlled by the last. mentioned operating coil, the saidmechanical meansxaf- Vfected by theoperation of` the said. third arma;-ture to 'restore the first saidl switch: to normal,

and anormally open circuit closedY by the operation of the said thirdarmaturefor retaining, the said visual 'signal actuated, as long' as thesaid thirdl armature remains in its actuated. position.

8. 'In a signaling, system `for notifying thelapproach of a train, arelay, an operating circuit for theA said relay, trainA controlled means`for ,closing4 the said circuit, circuitscontrolled by the said relayanaudible signal andV a visual signal, an indication spaced from the saidvisual and audible signals in the'v direction of' approach of a trainfor indicating to the-,operator of said train the fact of operation ofsaid signals, the closure of .the said circuits controlled by the .saidefiecting the operationof the said visible and-audi-V ble signals: andisaid. indicator, and means responsive to the closure of the saidoperating circuit permitting operation of the said audible signal andindicator for a predetermined time after the closure of the saidcircuits controlled by the said relay, and means affected by the saidtrain for effecting a continued operation of the said visual signal andrestoring the said circuits controlled by the relay to normal.

9. In a signaling system, a normally inactive relay, train controlledmeans for operating the said relay, a normally open circuit controlledby the said relay, an audible and visual signal, the closure ofr thesaidnormally open circuit effecting the operation of the said visible andaudible signal, and means responsive to the train controlled meanspermitting operation of the said audible signal for a predetermined timeonly, a normally closed circuit*I controlled by the said relay, anormally active marker signal, the opening of the said normally closedcircuit discontinuing the operation of the said marker signal, and othertrain controlled means for restoring the circuits controlled by the saidrelay to normal ilo land 'eiecting a continued operation of the saidvisual signal and retaining the said marker 'signalinactive f 10. In asignaling system, a signal controlling said signal,. and vehicleresponsive means operable tok affect the latter-mentioned means to'restore the said relay to normal, and other means .responsive to theoperation of the said vehicle .responsive means for retaining theoperation of .the said signal after the said relay is restored tonormal. 11. In a signaling system which comprises a veihicle controlledcircuit, an electro-magnet con- .trolled .by said circuit, a switchcontrolled by said electro-magnet, a circuit controlled by the saidswitch which latter circuit includes a second electro-magnet, a secondswitch operated by .the second electro-magnet, and means for retainingthesaid second switch in its operated position, a signal, meansresponsive to the operation of said second switchffor displayingsaidsignal, va second vehicle controlled circuit and an electro-magnetcontrolled thereby, means controlled by the latter mentionedelectro-magnet .for rendering the rst said means ineffective to retainthe said second switch in its operated position, and other means,responsive to the opera- .tion of the means controlled by the lastmentioned electro-magnet for effecting a continued display of said.signal.

12. A signaling system for the intersection of the `said. `oneelectro-magnet to actuate the said switch, mechanical means forretaining the said .switch actuated, a signal, a circuit for the signal.responsive to the actuated condition of the said ,switchto display saidsignal, train controlled means for operating the said electro-magnet,

A and other means responsive tothe operation of the last mentionedelectro-magnet for eifecting a continued operation of the said signaland to -aifectv the said mechanical means for restoring the said circuitcontrolled by the said switch to normal.

13. In a signaling system for the intersection of a highway and arailroad, a relay, an operating f' `circuit for the said relay, traincontrolled means for closing the said circuit, a normally activeindication for the said highway, and a normally inactive indication forthe said railroad, the said relay normally effecting the operation ofthe indication for the said highway, said relay operated in response tothe said train-controlled means, for discontinuing the operati-on of theindication for the highway, and means operated in response to the saidtrain controlled means for actuating the indication on the railroad fora predetermined time, and means affected by said train for restoringthenormal condition of the said indications.

14. In a signaling system, a relay, an operating circuit therefor, meansresponsive to a vehicle for -closing the said circuit, circuitscontrolled by the said relay, an audible signal and a visible signal,the closure of the latter mentioned circuits effecting the operation ofthe said Visible and audible signal, means operable after apredetermined time to discontinue the said audible signal, and meansaffected by the said vehicle for effecting the continued operation ofsaid visible signal and restoring the said circuits to normal.

15. In a signaling system, a relay, an operating circuit thereioigmeansresponsive to a vehicle for closing the said circuit to operate therelay, circuits controlled by the said relay, a signal location marker,one of said circuits normally acti- Vated by said relay to display thesaid marker, a signal, another one of said circuits made active by therelay only when the said relay is operated to discontinue the saidmarker, and means affected by the said vehicle for retaining the saidrelay in its operated condition to effect a continued operation of thesaid signal, and vehicle responsive means operable to affect the lattermentioned means to restore the said relay to normal, and other meansresponsive to the operation of the said vehicle responsive means forretaining the operation of the said signal after the relay is restoredto normal and for withholding operation ofthe said marker.

FRANK H. RICHTERKESSING.

